To see the other types of publications on this topic, follow the link: Merchant marines.
Dissertations / Theses on the topic 'Merchant marines'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 dissertations / theses for your research on the topic 'Merchant marines.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse dissertations / theses on a wide variety of disciplines and organise your bibliography correctly.
1
Cheer, Karen A. "Irish maritime trade in the eighteenth century : a study in patterns of trade, market structures, and merchant communities : a thesis submitted to the Victoria University of Wellington in fulfilment of the requirements for the degree of Master of Arts in History /." ResearchArchive@Victoria e-Thesis, 2008. http://hdl.handle.net/10063/895.
Full text
2
Lee, Byeong Eun. "A manual for equipping Asian churches in port cities of North America to develop the Reformed maritime ministries in their cities, beginning in Philadelphia." Theological Research Exchange Network (TREN) Access this title online, 2005. http://www.tren.com.
Full text
3
Snyders, Edward Dale. "Instructional design for training maritime navigating officers." Thesis, Cape Technikon, 1997. http://hdl.handle.net/20.500.11838/1976.
Full textAbstract:
Thesis (D.Tech.-Teacher Education)--Cape Technikon<br>The maritime industry in South Africa (RSA) is relatively small in comparison with its agricultural
and mining industries. In its broadest sense it includes, but is not limited to.
• cargo handling and stevedoring;
• cargo logistics and administration;
• vessel owning and operating with its related industries, such as ships' agents and
surveyors and
• an array of fishing industries.
Maritime education and training in the RSA is fragmented and is offered by technikons (Higher
Education and Training Band), technical colleges and training centres (Further Higher Education
and Training Bands). Courses offered serve as preparation for Department of Education
(National and Provincial) and Department of Transport, Chief Directorate: Shipping (SADoT)
examinations.
Aspiring officers find it increasingly difficult to complete their experiential training owing to vessel
owners flagging-out (registering South African vessels under flags of convenience, e.g. Panama,
in a bid to save on operating costs). This implies that cheaper foreign crews may be recruited
resulting in an increased deficiency of skilled manpower.
The fishing quota system is being revised by the all-inclusive Fisheries Policy Development
Committee (FPDC) appointed by the Minister of Environmental Affairs and Tourism. This
implies that learners from the previously disadvantaged maritime communities (mainly unskilled)
will imminently be allowed access to marine resources.
The heterogeneous composition of the class groups, with particular reference to
• academic qualification,
• age distribution,
• categories of fishing industries served,
• employer,
• mother tongue and
• sea-service,
exacerbated by the inadequate fixed time constraints of course durations, grossly violates the
didactic principle of individualisation.
For this reason, a didactically accountable instruction-learning programme for aspirant navigating
officers in the fishing industry was formulated in an attempt to remedy current shortcomings in
the Maritime Education and Training Development (METD) process. The outcomes based
instructional design encompassed the models utilized by Fraser et al (1994: 102) and Tanner &
Tanner (1995: 239) because it is vocationally directed and can accommodate the diversity of the
adult target group of adult learners.
The history and development of, as well as courses offered by, Maritime Education and Training
Providers (METP's) in the Western Cape Province, i.e.
• Cape Technikon's Department of Maritime Studies,
• industry in-house training establishments,
• Training Centre for Seamen and
• Wingfield Technical College
was outlined.
An analysis of similar courses offered by METP's abroad, such as
• Australian Maritime College,
• Canadian Fisheries and Marine Institute of the Memorial University of Newfoundland,
• Danish Maritime Authority,
• Manukau Polytechnic, New Zealand Maritime School,
• National Taiwan Ocean University of the Republic of China on Taiwan and
• the Republic of Namibia
was made.
An empirical investigation by means of questionnaires to vessel-owners and employee
representatives in the South African fishing industry were executed in order to establish their
training needs and expectations.
From the data collated, an outcomes-based Navigating Officer Limited: Fishing (Vessels less
than 24 metres) instruction-learning programme was formulated in National Qualifications
Framework (NQF) format.
4
Clark, Donald. "Merchant Marine Deck Officer Agency Through Performative Acts." Diss., Virginia Tech, 2016. http://hdl.handle.net/10919/72884.
Full textAbstract:
I bring together ethnographic interviews with deck officers, studies in actor-network theory, explicit and tacit knowledge theory, and performativity theory in this work. I prove that bridge technologies produce what are called mimeomorphic (repeatable with some variation) actions that contain no deck officer collective tacit knowledge. I argue that deck officer bridge watch situated actions are mostly polimorphic (actions can vary depending on social context), and these actions are in fact performatives (in an Austin sense) derived from a more oral than literate performance production process. These performatives constantly build the mariner's identity within the maritime deck officer community and their successful performatives give deck officers agency in the form of an oppositional view to deskilling. These same performative acts are the value of the mariner's experiential technological knowledge within the ship's bridge technology framework.<br>Ph. D.
5
Parillo, Mark Philip. "The Japanese merchant marine in World War II /." The Ohio State University, 1987. http://rave.ohiolink.edu/etdc/view?acc_num=osu1487329662144951.
Full text
6
Maʻbadī, Mubārak Muḥammad Mubārak Ḥarashnī. "al-Nashāṭ al-tijārī li-Mīnāʼ Jiddah khilāla al-ḥukm al-ʻUthmānī al-thānī, 1256 H/1840 M-1335 H/1916 M". [Jiddah] : al-Nādī al-Adabī al-Thaqāfī bi-Jiddah, 1993. http://books.google.com/books?id=m0hIAAAAMAAJ.
Full text
7
Abila, Sanley S. "The occupational socialisation of merchant marine cadets in the Philippines." Thesis, Cardiff University, 2016. http://orca.cf.ac.uk/96904/.
Full textAbstract:
This thesis explores the occupational socialisation of Filipino merchant marine officer cadets through their experiences of maritime education and training (MET). The socialisation of the cadets is contextualised within the broad aim of the global and national regulations of MET to develop competent seafarers. In the international seafaring labour market, there is an increasing trend of labour participation of seafarers coming from the ‘new labour supplying countries’ (NLSCs). The Philippines is seen by industry insiders to be one of the top NLSCs for officers. However, the academic literature is silent about the experiences of officer cadets of their education and training especially those coming from NLSCs. Using multi-modal data collection tools such as in-depth interviews, field notes and document analysis, this qualitative study examines the experiences of the current and former cadets under the sponsored cadetship programs (SCPs) in the Philippines in order to analyse first-hand experiences of MET. The key findings of this thesis are: (a) SCPs are officer training platforms developed mainly by shipping companies to meet their sea-based labour needs and intended to comply with the Philippine standards of MET; (b) there are a variety of SCPs from which four models are described in this study; (c) SCPs utilise a ritualistic socialisation of cadets in college campus as key mechanism of training; and (d) there is a diversity of shipboard training experiences of cadets ranging from well-planned training programs to the complete absence of programs. The thesis concludes the following: (a) the quality of training experienced by the cadets is characterised as a highly regulated and reinforced professionalization process intent on producing certificated officers; (b) the SCPs are routes for migrant work for mainly male Filipinos being guaranteed a post-collegiate sea-based employment by their shipping patrons; (c) the socialisation of the cadets is influenced by processes of globalisation embodied in the global standards of MET enforced locally, and the role of international shipping companies in funding the recruitment and training of cadets as well as offering them post-training employment; and (d) in spite of global and local standards of MET, there is no common or shared understanding of the notion of seafaring competence among the trainers, which have affected the way competencies were taught and assessed.
8
Christian, Jonathan. "Sealift and the U.S. Merchant Marine : vulnerabilities and implications for defense /." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1993. http://handle.dtic.mil/100.2/ADA276938.
Full text
9
Sonnenberg, Nadav. "Organisational and institutional environmental effects upon merchant marine officers' occupational commitment." Thesis, University of Plymouth, 1985. http://hdl.handle.net/10026.1/1954.
Full text
10
Gharibyan-Kefalloniti, Nana. "Relational aesthetics and emotional relations : Leadership on board merchant marine ships." Thesis, City University London, 2008. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.514490.
Full text
11
Cobb, Christopher B. R. "Combatting maritime piracy." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 1994. http://handle.dtic.mil/100.2/ADA295083.
Full textAbstract:
Thesis (M.A. in National Security Affairs) Naval Postgraduate School, December 1994.<br>"December 1994." Thesis advisor(s): Gordon H. McCormick. Includes bibliographical references. Also available online.
12
Grech, Michelle Rita. "Human error in maritime operations : assessment of situation awareness, fatigue, workload and stress /." [St. Lucia, Qld.], 2005. http://www.library.uq.edu.au/pdfserve.php?image=thesisabs/absthe18457.pdf.
Full text
13
Li, Qingxin. "Ming dai hai wai mao yi zhi du = Overseas trade system of Ming dynasty /." Beijing Shi : She hui ke xue wen xian chu ban she, 2007. http://www.loc.gov/catdir/toc/chi0801/2007401541.html.
Full text
14
Ferreira, Priegue Elisa María. "Galicia en el comercio marítimo medieval." [La Coruña] : Fundación "Pedro Barrie de la Maza", 1988. http://books.google.com/books?id=MaNPAAAAMAAJ.
Full text
15
Bonet, Mathias Usman. "Techno-environmental assessment of marine gas turbines for the propulsion of merchant ships." Thesis, Cranfield University, 2011. http://dspace.lib.cranfield.ac.uk/handle/1826/7386.
Full textAbstract:
This research study seeks to evaluate the techno-economic and environmental
implications of a variety of aero-derivative marine gas turbine cycles that have
been modelled for the propulsion of different types of merchant ships. It involves
the installation and operation of gas turbine propulsion systems in different
marine environmental conditions and aims to evaluate the effect of the
aerodynamic and hydrodynamic variations expected to be encountered by
these ships when they navigate across different climates and oceans along
selected fixed trade routes.
A combination of simulation tools developed in Cranfield University at the
Department of Power and Propulsion including the validated gas turbine
modelling and simulation code called “Turbomatch” and the “APPEM”
simulation code for the analysis and Prediction of exhaust pollutants have been
used along with the ongoing development of an integrated marine gas turbine
propulsion system simulation platform known as “Poseidon”. It is the main
objective of this research to upgrade the competence level of “Poseidon” so as
to facilitate the conduct of a variety of longer and more complex oceangoing
voyage scenarios through the introduction of an ambient temperature variation
numerical module. Expanding the existing code has facilitated the prediction of
the effect of varying aerodynamic and hydrodynamic conditions that may be
encountered by gas turbine propulsion systems when such ships navigate
through unstable ocean environments along their fixed trade routes at sea.
The consequences of operating the marine gas turbines under ideal weather
conditions has been investigated and compared with a wide range of severe
operating scenarios under unstable weather and sea conditions in combination
with hull fouling has been assessed. The techno-economic and environmental
benefits of intercooling/exhaust waste heat recuperation of the ICR model have
been predicted through the evaluation of different ship propulsion performance
parameters in a variety of voyage analysis leading to the prediction of fuel
consumption quantities, emission of NOx, CO2, CO and UHCs and the estimation of the HPT blade life as well. The different gas turbine cycle
configurations of the research were found to respond differently when operated
under various environmental profiles of the ship’s trade route and the number of
units for each model required to meet the power plant capacity in each scenario
and for each ship was assessed. The study therefore adds to the understanding
of the operating costs and asset management of marine gas turbine propulsion
systems of any ocean carrier and in addition it reveals the economic potentials
of using BOG as the main fuel for firing gas turbine propulsion plants of LNG
Carriers.
16
Aziz, Moustafa Mohamed Abdel. "Determination and application of international standards of training and certification of Merchant Marine Deck Officers." Thesis, Cardiff University, 1988. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.278743.
Full text
17
Holland, Lillian Christine. "A Study of the Intelligibility, Comprehensibility and Interpretability of Standard Marine Communication Phrases as Perceived by Chinese Mariners." PDXScholar, 2016. http://pdxscholar.library.pdx.edu/open_access_etds/3123.
Full textAbstract:
Worldwide, mariners use a variety of English as an International Language known as Maritime English regardless of the first language spoken by the crew or port in which they enter. English knowledge and ability is therefore critical to a mariner's livelihood at sea and is also mandated by the International Maritime Organization. The ability to understand and be understood is paramount to safety at sea. This study investigated which accents of English a subset of Chinese mariners found easy or difficult to understand. The data from 39 Chinese mariners who listened to 8 Standard Marine Communications phrases was analyzed. The phrases were spoken in English by native speakers of Japanese, Russian, Chinese, and English. The participants provided verbatim responses followed by their assessment of the speakers' intelligibility and accent. Results indicated that participant position on board the vessel had a statistically significant effect on the intelligibility rating of the phrase heard and the overall understandability assessed of the speaker's accent. Moreover, participants reported that the phrases were deck commands. For deck officers who participated in the study, the phrases were easy to understand, for engineers, they were more difficult. These findings suggest that within the field of Maritime English, further specification of English training is warranted and necessary to provide all mariners with authentic language relevant to their jobs. Initial Maritime English instruction at Maritime Education and Training (MET) institutions must include reading, writing, listening, and speaking which includes the spectrum of scenarios which all cadets may find themselves. Follow-on English classes for mariners beyond the academies or maritime universities must necessarily be situated in the context of the mariner and be flexible enough to adjust to the needs of the mariners. Finally, assessment of the mariner's Maritime English language abilities must also strive to test authentic use of the language as indicated by the position.
18
Moat, Bengamin I. "Quantifying the effects of airflow distortion on anemometer wind speed measurements from merchant ships." Thesis, University of Southampton, 2003. https://eprints.soton.ac.uk/207/.
Full textAbstract:
Anemometers on Voluntary Observing Ships (VOS) are usually located above the bridge in a region where the effects of air flow distortion, created by the presence of the ship, may be large. Until now it was not known whether measurements from such anemometers would be biased high or low, and the possible magnitude of any such bias was not known. Investigations into the airflow above merchant ships have been carried out experimentally using a low-speed wind tunnel and numerically using a commercial Computational Fluid Dynamics (CFD) code VECTIS. The investigations examined the airflow over simple block models of VOS shapes. The results of the investigations were compared to wind speed measurements made from the RRS Charles Darwin. Experimental and CFD techniques have been used to devise scaling rules that predict the effects of the flow distortion. Both techniques have shown that the pattern of the flow distortion above the bridge scales with the ‘step height’, H, of the model. In the case of a tanker, H is the ‘bridge to deck’ height, i.e. the height of the accommodation block above the deck, for bow-on flows. Close to the top of the bridge the flow is severely decelerated and may even reverse in direction. Using the upwind edge of the bridge as the origin of the scaled co-ordinate system, there is a definite line above the decelerated region along which the speed of the flow is equal to the undistorted wind speed. Above this ‘line of equality’ the wind speed increases to a maximum and then decreases with increased height to a free stream wind speed. Simple equations have been devised to predict the positions of the ‘line of equality’, the maximum wind speed and the minimum wind speed within the decelerated region. Comparisons of the results with wind speed data obtained from field measurements made using a number of anemometers located on the RRS Charles Darwin agreed well and have predicted a maximum wind speed increase of approximately 15 ±5 %. Comparisons with the field data have confirmed that CFD models can be used to predict the effects of airflow distortion above merchant ships. The investigation has demonstrated the ability of the wind tunnel and CFD approaches employed to provide a better understanding of the airflow over merchant ships. Both methods have contributed to improve the understanding of how the wind speed at anemometer sites on merchant ships is affected by the ships hull and superstructure.
19
Horck, Jan. "A mixed crew complement : a maritime safety challenge and its impact on maritime education and training /." Malmö : Malmö högskola, Lärarutbildningen, 2007. http://dspace.mah.se/handle/2043/5962.
Full text
20
Oubre, Sinclair Kevin. "The Apostolatus Maris its structural development including its 1997 reorganization /." Theological Research Exchange Network (TREN), 1998. http://www.tren.com.
Full text
21
Atkinson, Elizabeth A. M. "Artificial intelligence and the operation of merchant ships : aspects of natural language processing which relate to marine systems." Thesis, Cardiff University, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.369725.
Full text
22
Linn, James. "Supplying the Asia-Pacific Theater: United States Logistics and the American Merchant Marine in World War II." ScholarWorks@UNO, 2016. http://scholarworks.uno.edu/td/2167.
Full textAbstract:
America’s victory in World War II came from a number of successes such as production of war materiel, technological advances, and national mobilization on levels not seen before or since. America went into the war behind the Axis Powers both militarily and economically. The Great Depression had a devastating effect on merchant ship building in the United States during the 1930’s. In response, the U.S. Congress passed the Merchant Marine Act of 1936, which created the U.S. Maritime Commission whose mission was to modernize and build ships for the looming world war. Originally slated to build fifty ships a year for ten years as a part of the New Deal attack on a sagging economy, the Maritime Commission ended up building over 5,000 ships by the end of 1945. This paper examines the critical role of the civilian United States Merchant Marine in the struggle against the Japanese Empire.
23
Karjalainen, Mira. "In the shadow of freedom : life on board the oil tanker /." Helsinki : Finnish Society of Sciences and Letters, 2007. http://www.loc.gov/catdir/toc/fy0716/2007438365.html.
Full text
24
McMullen, William T. "The attitudes of American merchant marine officers toward some aspects of reduced crewing schemes on American vessels." Thesis, Cardiff University, 1993. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.273925.
Full text
25
Santana, Alexandre Moraes Rocha. "Profissão: Oficial da Marinha Mercante." Pontifícia Universidade Católica de São Paulo, 2016. https://tede2.pucsp.br/handle/handle/19478.
Full textAbstract:
Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2016-12-02T12:36:09Z
No. of bitstreams: 1
Alexandre Moraes Rocha Santana.pdf: 1106688 bytes, checksum: b0f068d7c9f8745bf830f57ecb3c22cc (MD5)<br>Made available in DSpace on 2016-12-02T12:36:10Z (GMT). No. of bitstreams: 1
Alexandre Moraes Rocha Santana.pdf: 1106688 bytes, checksum: b0f068d7c9f8745bf830f57ecb3c22cc (MD5)
Previous issue date: 2016-09-23<br>Conselho Nacional de Desenvolvimento Científico e Tecnológico<br>The objective of this research is the work relationships of the Seafarer Officer in Brazil, sheltering both qualifications: Deck Officer and Engineer Officer, a kind of seafarer acting on the cargo operations. Thus, this research aims at understanding the specificities of the Merchant Marine Officialdom profession and the relevance of this activity for the society, for capitalism and for globalization. In relation to the relevance of the activity, the development of navigation and its participation in the cargo shipping around the world were considered, which corresponds to around 80% of all the cargo shipped worldwide, as well as the importance of navigation, referring to cargo shipping throughout history and its participation in capitalism and in globalization. Referring to the specificities of the profession, the militarized influence in the profession was considered, even though it is a civil and commercial activity, which influences the professional formation, organization and job assignment. The professional competences and its relations with immaterial labor were also analyzed, as well as daily work, confined and isolated work, experiences between work time and nonwork time. The research was conducted through semi-structured interviews with ten Seafarers Oficcers, by e-mail, whose questionary is in the introduction of this dissertation, with qualitative approach. The data revealed the peculiarities of the Merchant Marine Officialdom profession, which distinguish it from the others professions<br>O objeto desta pesquisa são as relações de trabalho do Oficial da Marinha Mercante no Brasil, albergando as duas habilitações: Oficial de Náutica e Oficial de Máquinas, espécie de trabalhador marítimo, atuando no transporte de cargas. Desta forma, esta pesquisa busca compreender as especificidades da profissão de Oficialato da Marinha Mercante e a relevância da atividade para a sociedade, para o capitalismo e para a globalização.Com relação à relevância da atividade, foi considerado o desenvolvimento da navegação e sua participação na movimentação de cargas no mundo, que corresponde a cerca de 80% de toda a carga transportada internacionalmente, assim como a importância da navegação, referente ao transporte de cargas ao longo da história e sua participação no capitalismo e na globalização. Referente às especificidades da profissão, foi considerada a influência militarizada na profissão, apesar de ser uma atividade civil e comercial, que influenciam na formação profissional; na organização e divisão do trabalho. Também foram analisadas as competências profissionais e as suas relações com o trabalho imaterial, assim como a jornada de trabalho; trabalho em confinamento e em isolamento; vivências entre o tempo de trabalho e tempo de não trabalho. A pesquisa foi realizada mediante entrevistas semi-estruturadas com dez Oficiais da Marinha Mercante, via e-mail, cujo o roteiro encontra-se na introdução desta dissertação. Os dados obtidos revelaram as peculiaridades das características da profissão de Oficial da Marinha Mercante, que o distingue dos demais trabalhadores
26
Li, Kangying, and n/a. "The influence of the commercialisation of the economy on maritime policy in Ming China." University of Otago. Department of History, 2007. http://adt.otago.ac.nz./public/adt-NZDU20071001.155057.
Full textAbstract:
The Ming maritime prohibition policy (1371-1568) reversed the maritime policies of the preceeding Tang, Song and Yuan dynasties. It was maintained for two centuries at considerable costs, but in 1568 was eventually abolished. There has not yet been a satisfactory analysis of this policy, which addresses the issues of why it was introduced, why it was maintained for so long, and why, eventually, it was overturned. This thesis takes a new approach to understanding these issues. Instead of focusing solely on external factors, such as the need for defence against Japanese piracy, it focuses on the internal situation of Ming society, and instead of focusing on the policy as an epiphenomenon it considers the social foundation for Ming foreign trade policy.
In this thesis, the maritime policy is treated as a product of the social, economic and political configurations of Ming China. It argues that the establishment of the policy, its maintenance and abolition reflect two different socio-economic structures, hence two different political bases. The suppression of commerce during the early Ming reflected the interests of the political elite that came to power with the establishment of the new dynasty. The abolition of the maritime prohibition reflected the way the commercialisation of the socio-economic landscape brought a new political élite to power, in which many more officials with merchant-family backgrounds participated in the policymaking process. Commercialisation drove the social re-configuration and reshaped the political landscape, and this resulted in the late Ming years in an overturn of many of the policies that had been introduced at the beginning of the dynasty. Such a structural approach allows us to gain a richer understanding of the maritime prohibition policy.
27
程妍琪. "招商局在香港發展的研究 (1949-1999) = The development of China merchants in Hong Kong (1949-1999)". HKBU Institutional Repository, 2018. https://repository.hkbu.edu.hk/etd_oa/591.
Full textAbstract:
在中國近代史上，1872年（清朝同治十一年）創立的招商局有十分深遠的影響，其地位是舉足輕重的，相關的探討，也因此成為中國近現代歷史研究的重要組成部分。本文通過闡述招商局的歷史沿革、重大事件、產業發展，而以香港招商局起義的背景、經過為主題，進而論述其後香港招商局的發展，以及1985年招商局集團成立後的經營狀況，指出了招商局歷史與中國近代史和現代史的密切聯繫。此外，還把招商局歷史放在中國近代經濟中，探討其重要意義，並對如何更深入地開展招商局歷史研究作了思考和建議。本文總共有六章，每章分為三節。第一章是引言，交代有關研究的情況和文獻著作等；第二章敘述招商局的發展概況及其歷史分期；第三章闡明1949年至1951年間招商局起義的原因和過程，尤其是香港招商局起義的作用和影響；第四章探討香港招商局的業務及其海內外聯繫，包括1979年蛇口工業區建設的啟動、招商局集團的成立和振興；第五章從管理團隊、機構體制及核心產業三方面，分析1949年至1999年間香港招商局的進展情形；第六章為結論，對香港招商局起義作出歷史評價，申論招商局集團在香港、中國內地以至國際上的角色和地位，從而展望今後的發展方向。附錄招商局集團業務架構圖、招商局與香港大事年表。Established in 1872 during late Qing's Westernization Movement, the China Merchants, also known as China Merchants Company (CMC), is a pioneer of China's national industrial and commercial enterprises. Setting up by the means of open stock-recruitment, CMC, as the first ever joint-stock company of China, played an important role in Chinese society. CMC had established China's first merchant fleet, opened China'first bank and insurance company, and along with many start-ups in the shipping industry and other economic areas in China, CMC had become an essential part in the history of modern China. Over the past 145 years, CMC and Hong Kong (HK) are closely tied up with each other. CMC has seen its rapid growth thanks to the HK environment, while giving back to the HK society at the same time. In face of the new era, since 1985, China Merchants Group (CMG) sticks to the 'Go Forward with Time, while Sharing the Common Fate with the Nation' belief and aims to 'Push Forward the Progress of Time by the Success in Business', and continues to excel at innovation and efficiency while moving forward. Currently, with its headquarters in HK, CMG has carried out business in a number of emerging markets of significant vitality and potential in the region, including those in HK, China Mainland, Southeast Asia and etc. CMG is one of the Big Four Chinese Enterprises in HK. It plays an important role and has an extensive impact on the industrial and commercial sectors internationally. Accordingly, studying the development process and current status of CMG is of great value and significant meaning in the field. In previous studies, historical researchers have produced significant findings on areas such as CMC's 'government-supervision and merchant-operation'system, key personnel, business success and failure, etc. This study, based on the existing findings, aims to have a more thorough and in-depth understanding on CMG through further investigation on both old and new aspects. Some attentions was paid to assessing the role in which CMG played in the relations between Hong Kong and China Mainland. This study thus fills up an important gap and offers an assessment of the significance of the CMG in Hong Kong's economic and enterprise history.
28
Lee, Yo Han. "The research about the role of maritime mission for the world mission." Theological Research Exchange Network (TREN), 2003. http://www.tren.com.
Full text
29
Valdés, Mora María Isabel. "The new role of open registries as flag states : the battle for a better image in an increasing competitive shipping industry." Thesis, McGill University, 2003. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=81238.
Full textAbstract:
Under international law, every state has the sovereign right to establish the conditions under which it will grant its nationality to a vessel. By consequence, different schemes for ship registration have been developed, traditionally the nationalist and open system. While the nationalist system imposes strict requirements regarding national ownership and manning, along with burdensome fiscal regimes for the shipping industry, the open system offered flexible requirements and a friendly taxation environment, that help shipowners to minimize their operation costs.<br>Open registries have been criticized for not complying with international accepted shipping standards in safety, environmental, and labour aspects. However, some of them have made great efforts to raise these standards, mainly obliged by the new demands of the shipping industry. Nonetheless, the shift to a new culture of quality shipping is not only a responsibility of flag states, but of all the actors of a maritime scenario.
30
Larsson, Markus, and Waern Carl Persson. "Faktorer som påverkade valet : En studie i blivande sjöingenjörers utbildningsval." Thesis, Linnéuniversitetet, Sjöfartshögskolan (SJÖ), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:lnu:diva-34172.
Full textAbstract:
Den svenska handelsflottan har de senaste åren varit utsatt för massiva utflaggningar vilket har lett till att många sjömän har fått gå i land eller sökt arbete under annan flagg. Trots problemen med utflaggning och en potentiell minskad arbetsmarknad har sjöingenjörsprogrammet de senaste åren inte haft några större problem att fylla sina utbildningsplatser. Framtiden är fortsatt oviss och konkurrensen från andra sjöfartsnationer ökar. Syftet med denna undersökning var att undersöka vilka bakomliggande attityder och förväntningar som gjorde att studenter år 2013 valde att börja studera på det fyra åriga sjöingenjörsprogrammet i Kalmar, samt att mäta inställningen till den allt mer krympande svenska handelsflottan. För att genomföra detta arbete användes en enkätundersökning där förstaårsstudenterna på det fyraåriga sjöingenjörsprogrammet utgjorde populationen. Resultatet i undersökningen visar att möjligheten att få utveckla sina praktiska färdigheter var av stor betydelse vid utbildningsvalet. Andra faktorer som värderades högt var ett intressant utbildningsinnehåll och intressanta arbetsuppgifter efter avslutad utbildning.<br>The Swedish merchant fleet has in the past years been subject to flagging-out which has forced many mariners to go ashore or look for work under a foreign flag. Despite the problems with flagging-out and a potential reduction in the labour market the marine engineering programme has over the previous years not faced any major problems to fill up their training positions. The future remains uncertain as competition from other shipping nations increases significantly. The purpose of this study was to investigate the underlying attitudes and expectations that made students in 2013 choose to study the four -year marine engineering programme at the Kalmar Maritime Academy. Furthermore the study investigates the students attitudes towards the shrinking Swedish merchant fleet. To carry out this investigation, a survey was made among the first year students on the marine engineering programme. The results of the survey show that the opportunity to develop the student’s practical skills was of great importance in educational choice. Other factors that were highly valued were an interesting educational content and interesting job tasks after graduation.
31
Tannous, Wilfrid. "Lo primer mariner fou savi mercader : la naissance d’une profession plurielle : essai de socio-histoire des marins de Majorque (1229 - ca. 1440)." Thesis, Strasbourg, 2022. https://publication-theses.unistra.fr/restreint/theses_doctorat/2022/tannous_wilfrid_2022_ED519.pdf.
Full textAbstract:
Cette thèse se présente comme un essai de socio-histoire de la profession plurielle de marin dans le royaume de Majorque sur la longue durée, de la conquête de l’île par Jacques Ier d’Aragon en 1229 au soutien majorquin à la conquête du royaume de Naples par Alphonse V le Magnanime dans les années 1440. La substitution de la notion de « professionnel de mer » à celle floue de « gens de mer », employée dans l’historiographie, permet d’observer plus précisément ces hommes, en discernant pour chacun, de manière synchronique et diachronique grâce à la reconstitution de trajectoires individuelles, compétences et activités navales, fonctions à bord, et statut social à terre, dans un contexte médiéval où les statuts juridiques, des aristocrates aux esclaves, occupaient une place centrale dans l’identification des individus et la hiérarchisation de la société majorquine. Dans trois grandes parties successives, l’étude articulée et interdépendante des dimensions pratiques, institutionnelles et sociales de cette professionnalisation offre ainsi des réalités vécues multiples, individuellement et collectivement, tant en mer qu’à terre, qui dépassent le simple cadre normatif présenté dans les différentes coutumes de mer, les collectifs professionnels et les juridictions maritimes en vigueur dans le royaume de Majorque<br>This thesis is a socio-historical essay about the plural profession of mariner in the kingdom of Majorca over the long term, from the conquest of the island by James I of Aragon in 1229 to Majorcan support for the conquest of the kingdom of Naples by Alfonso V the Magnanimous in the 1440s. The substitution of the notion of "professional of the sea" for that of "seaman", used in historiography, allows for a more precise observation of these men, discerning for each of them, synchronously and diachronically thanks to the reconstitution of individual trajectories, naval skills and activities, functions on board, and social status on land, in a medieval context where legal status, from aristocrats to slaves, occupied a central place in the identification of individuals and in the hierarchisation of Majorcan society. In three main successive parts, the articulated and interdependent study of the practical, institutional and social dimensions of this professionalisation thus offers multiple lived realities, individually and collectively, both at sea and on land, which go beyond the simple normative framework presented in the different sea customs, professional collectives and maritime jurisdictions in force in the Kingdom of Majorca
32
Langard, Benoît. "La gestion du risque d'abordage dans le domaine du transport maritime : proposition d'un modèle générique tridimensionnel de la sécurité." Thesis, Lorient, 2014. http://www.theses.fr/2014LORIS345/document.
Full textAbstract:
Cette thèse s’inscrit dans le cadre théorique très général de la sécurité des systèmes complexes. Son terrain d’application est la marine marchande. L’objectif de cette recherche est double : 1. Investiguer la gestion du risque d’abordage grâce à une démarche systémique s’intéressant à la fois aux conditions de l’échec et à celles du succès. 2. Explorer les liens entre les trois concepts liés à la sécurité que sont la Culture de sécurité, le Système de Management de la Sécurité et la Résilience. La culture de sécurité constitue un sous-ensemble de la culture organisationnelle globale. Elle se compose d’un ensemble de valeurs, de croyances, d’attitudes, de normes et de pratiques concernant la sécurité. Partagé par les membres d’une organisation, cet ensemble influence directement les comportements mis en oeuvre dans le cadre du travail. Dans le cadre de cette thèse, nous avons tout d’abord réalisé une analyse du domaine de travail du système du transport maritime, ainsi, qu’une étude des cas d’abordage entre navires répertoriés par le MAIB (Marine Accident Investigation Branch). Ces analyses ont permis, respectivement, d’identifier les barrières de défense du système et de mettre en évidence les principales causes à l’origine des accidents. Les études suivantes ont cherché à appréhender la culture de sécurité d’un armement réputé sûr, grâce à un couplage de méthodes qualitatives et quantitatives. L’analyse du système de management de l’armement a démontré que celui-ci était performant. Il s’appuie sur un solide système de retour d’expérience et se montre participatif. Une enquête portant sur le climat de sécurité a été menée auprès de plusieurs équipages, à l’aide d’un questionnaire inspiré de celui de Håvold. Elle montre qu’une grande majorité des opérateurs adhère à une culture de sécurité positive, bien que les scores soient significativement influencés par la fonction et par le niveau hiérarchique des répondants. Enfin, l’analyse de l’activité des chefs de quart en passerelle a mis en évidence des mécanismes de gestion diachronique et synchronique des risques externes (i.e. Risque de collision). Les résultats de ces différentes études conduisent à discuter de l’articulation entre Culture de Sécurité, Résilience et Système de Management de la Sécurité. La proposition d’un modèle tridimensionnel de la sécurité montre que la Culture de Sécurité semble en effet agir comme le médiateur des deux autres concepts. Elle permettrait également au système de conserver une importante part de sécurité gérée, malgré la forte composante de sécurité réglée liée aux contraintes réglementaires importantes du secteur<br>This thesis belongs in the general theoretical area of the safety of complex systems. Its field of application is the merchant navy. Its object is twofold: 1. To investigate the management of collision risks by a systemic approach which takes into account both factors leading to failure and those leading to success; and, 2. To explore the links between three concepts of safety : Safety culture, Safety Management Systems and Resilience. Safety culture is a subset of the overall organizational culture. It consists of a set of values, beliefs, attitudes, norms and practices concerning safety. Shared by members of an organization, this directly influences behaviour at work. The first step in the research was to study the marine transportation system and collisions between merchant vessels listed by the United Kingdom’s Marine Accident Investigation Branch (MAIB), focussing on two areas: the safety barriers system and the main failures leading to accidents. Qualitative and quantitative methods were then applied to gain an understanding of the safety culture of a shipping company with a good safety record. Analysis of this company’s management system showed it to be effective: it was built on a strong reporting system and seemed to be participatory. A survey of the safety climate was conducted with several crews, using a questionnaire inspired by Håvold’s questionnaire. This showed that a large majority of the company’s personnel had a positive safety culture, although the scores were significantly influenced by the duty and the hierarchical level of individual respondents. Finally, the activities of bridge watchkeeping officers were studied to identify diachronic and synchronic mechanisms implemented to manage the collision risk. The results of these studies enable a discussion of the relationship between Safety Culture, Resilience and Safety Management System. A proposal for a generic three-dimensional safety model shows that Safety Culture seems to act as the mediator of the other two concepts. Safety Culture would also allow the system to maintain a significant portion of “managed safety”, complementing a strong element of “prescribed safety” flowing from regulation
33
Stein, Marcelino André. "Bandeiras de conveniência: análise jurídica e econômica." Pontifícia Universidade Católica de São Paulo, 2012. https://tede2.pucsp.br/handle/handle/5784.
Full textAbstract:
Made available in DSpace on 2016-04-26T20:20:46Z (GMT). No. of bitstreams: 1
Marcelino Andre Stein.pdf: 1124431 bytes, checksum: c1ffbf0839b099ad8f101e78bf0f31fa (MD5)
Previous issue date: 2012-03-21<br>This study aims to discuss the main legal and economic aspects of flags of convenience (FOC). Its specific objectives, are to help reduce dependence by Brazilian users of shipping services provided by carriers that make extensive use of flags of convenience. As justification for the study, we note that it is an important issue for long-term strategic interests of the Brazilian State. The development of a long-term State Maritime Policy is critical to a Country that has one of the largest coasts and internal waterway networks in the world. The hypothesis addressed in this work is the study of the major legal and economic aspects of flags of convenience as well as the possibility of using the WTO through the GATS, to combat this practice or, alternatively, adapt it to the entire international maritime community so all Countries and their Merchant Marines can enjoy the same legal framework. The method is inductive, since the author will depart from particular issues to achieve generalized conclusions. This method extends the freedom of the researcher, allowing him to consult a variety of sources, so that, intuitively, the author can reach the proposed result. Emphasis will be given to the impact that these flags of convenience cause to the development of a Brazilian Maritime Power as well as a Brazilian strong Merchant Marine and possibilities of using the WTO Word Trade Organization, to curb this practice. It is argued that this practice violates the GATS (General Agreement on Tariffs and Services) rules, highlighting unfair competition in the international maritime market<br>Esta dissertação tem como objetivo geral contribuir para a redução da dependência dos usuários brasileiros de serviços de transportes marítimos prestados pelos navios de bandeiras de conveniência. Trata-se de tema importante para os interesses estratégicos de longo prazo do Estado brasileiro, o que justifica a relevância desta pesquisa. A elaboração de uma Política Marítima de Estado, de longo prazo, é fundamental para um país que tem uma das maiores costas e malhas hidroviárias do mundo. A hipótese desta pesquisa sustenta que o estudo dos principais aspectos jurídicos e econômicos das bandeiras de conveniência, bem como a possibilidade de uso da Organização Mundial do Comércio, através do Acordo Geral de Tarifas e Serviços GATS (General Agreement on Trade in Services - GATS), para combater tal prática, ou adequá-la para que toda a comunidade marítima internacional possa dela usufruir. O método utilizado é o indutivo, pois partir-se-á de questões particulares para conclusões generalizadas. Este método amplia a liberdade do pesquisador, ao lhe dar a liberdade de beber em diversas fontes para que, intuitivamente, chegue ao resultado proposto. Será dada ênfase ao impacto que tais bandeiras causam na construção do Poder Marítimo brasileiro e possibilidades de uso da Organização Mundial do Comércio para coibir tal prática. Sustenta-se que tal prática viola o GATS tendo em vista a concorrência desleal no mercado internacional marítimo
34
Ezzahrati, Hassan. "Le pavillon marocain de commerce : état des lieux et perspectives." Thesis, Aix-Marseille, 2012. http://www.theses.fr/2012AIXM1001.
Full textAbstract:
Le navire possède une nationalité lui permettant d'être identifié partout où il se trouve. Il est le moyen de transport préféré des échanges commerciaux internationaux de marchandises, et/ou des personnes, d'un port à un autre, d'un pays à un autre. Avoir une flotte marchande nationale est primordial pour le pays ; mais diverses contraintes entravent son expansion et son développement. Les contraintes sont aussi bien internes qu'externes (hégémonie des grands armateurs, domination des grandes nations maritimes). Au niveau national, l'immatriculation d'un navire obéit à certaines conditions. Les procédures sont lourdes et longues ; les textes sont très anciens et nécessitent d'être modifiés afin de répondre aux besoins des armateurs désirant de créer ou de renforcer leurs flottes. Au niveau international , les contraintes datent depuis toujours. L'histoire du commerce maritime a toujours montré l'envie de domination des grandes nations sur les autres. Dans un certain temps par le colonialisme pur et simple, lequel a connu des protestations et des soulèvements des peuples colonisés dans le but de retrouver leur indépendance. Ensuite s'est instaurée la domination économique et commerciale, toujours par les mêmes nations, dites développées et industrialisées ; cette fois ci à travers les accords commerciaux bilatéraux ou multilatéraux, et des organismes internationaux (O.N.U., C.N.U.C.E.D., O.M.I., O.M.C., ...). Une grande partie de ces accords et ces conventions a été élaborée sur mesure, sous le lobbying des nations dominantes, de telle sorte que leurs intérêts soient préservés<br>Ship has a nationality (a flag) allowing her to be identified wherever she is. It's preferred means of transport for international trade of goods, and/or passengers, from a port to port or a country to another. To have a national merchant fleet is vital for the country (or the state), but various constraints hinder its expansion and development. The constraints are both internal and external (hegemony of the major shipping companies, domination of the major maritime nations). Nationally, the registration of a vessel is subject to certain terms. The procedures are cumbersome and complicated ; the legal texts are very old and need to be modified to meet the needs of owners to establish or strengthen their fleets. At the international level, the constraints have always existed. The history of maritime trade has always shown the desire of the great nations to dominate others. First, in a period of pure and simple colonialism, in which protests and uprisings of the colonized peoples occured, in order to regain their independence. Then, the commercial and economic domination has been established, still with the same nations, so-called developed and industrialized ; this time through bilateral or multilateral trade agreements, and international agencies (United Nations, U.N.C.T.A.D., I.M.O., W.T.O., ...). Much of these agreements and conventions were developed and personalized, under the lobbyong of the dominant nations, so that their interests are constantly safeguarded
35
Dennis, David Brandon. "Mariners and Masculinities: Gendering Work, Leisure, and Nation in the German-Atlantic Trade, 1884-1914." The Ohio State University, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=osu1306856204.
Full text
36
Li, Mumiao, та 李木妙. "明末淸初中國的海外貿易". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1995. http://hub.hku.hk/bib/B15967517.
Full text
37
Puglisi, Joseph J. "The transformation of maritime operational, simulation and educational information systems (MOSEIS) at the United States Merchant Marine Academy through the application of advanced microprocessor digital electronic technology (AMDET)." Thesis, Cardiff University, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.407557.
Full text
38
Birotheau, Gaël. "Mythe ou réalité d’un blocus maritime réussi : politiques et moyens mis en oeuvre par la marine française (Septembre 1939 – Juin 1940)." Thesis, Rennes 2, 2011. http://www.theses.fr/2011REN20054.
Full textAbstract:
Cette interrogation sur le blocus franco britannique porte sur l’efficacité du blocus, les mesures prises pour le mettre en oeuvre, sur sa réalité et sur sa régularité. Puis une fois ses approches traitées, on s’est intéressé à la mise en placedu blocus, aux tentatives de le forcer, à la collecte d’informations, à la diffusion de l’information, à la mise en place des réseaux d’informations. Ainsi à travers les décisions prises par l’Etat-major de la marine, on s’intéresse à la collecte del’information par les consulats, puis, relayée par les ambassades et les attachés navals, à l’information en elle-même pour savoir comment elle a contribué à la capture des navires ennemis. Différents aspects sont étudiés pour savoir comment lamarine allemande de commerce a réussi à adopter des stratégies pour contourner le blocus allié. Il convient aussi de s’intéresser aux neutres qui accueillent ces navires bloqués pour connaitre leurs regards sur des problèmes extérieurs. Les éléments spatio-temporels sont déterminants pour comprendre les dynamiques du blocus et les différentes politiques et moyens mis en oeuvre par les différents acteurs du conflit. Ainsi grâce à ces études, on tire un bilan des succès et des échecs de ce premier blocus naval à dimension mondiale en soulignant les éléments permettant sa réussite comme en soulignant ses failles<br>This questioning of the Anglo-French blockade applied to its effectiveness, the measures taken to keep it regularly. Once a study’s treated, This work is on the setting up of the blockade, on the attempts to cross it, on the datagathering, on thecirculation of the information, on the netting of a net information and on the efficiency of the blockade. Trough the decisions taken by the naval headquarters, I interested in the gathering of information coming from the consulate, serst to the embassies and the naval attaché. Her information by itself to know how it was leading to the capture of the enemy vessels. Various aspects are considered to know how the German Merchant Navy has succeeded to get around the allied blockade. It focuses also on Neutrals attitude toward the blockade, to know now their managed in front of this problem. The elements in time as well as in space are decisive for the comprehension of the blockade dynamics and the different politics and methods used by the actors of conflict. Theses study enables understand the success and this failures of the first world size naval blockade
39
Cronje, Riaan. "A description of maritime safety in South Africa." Thesis, Stellenbosch : Stellenbosch University, 2000. http://hdl.handle.net/10019.1/51563.
Full textAbstract:
Thesis (MPhil)--Stellenbosch University, 2000.<br>ENGLISH ABSTRACT: The increasing financial pressures exerted on ship owners in recent years due to cost
inflation, overtonnage and low freight rates in many sectors, have forced ship owners
to increase cost savings and contain costs. That induced certain shipowners to operate
substandard ships. The cost advantages in substandard ships are through failing to
maintain safety equipment and procedures, employing cheap and untrained crews,
repairing only essential equipment on breakdown and register under flags that do not
comply with all the international regulatory, economic and social requirements for
ships. Those ships undercut the true costs of operating a ship and eventually drive the
obedient shipowner out of the market at the cost of safe and clean seas.
Because of the complex international environment in which shipping operates an
international regulatory framework is needed to ensure safety at sea. This assignment
gives a layout of that framework, which is co-ordinated by the International Maritime
Organisation (!MO), as well as the ways in which it is implemented and regulated in
individual countries, with reference to South Africa. The functioning of the South
African Maritime Safety Agency (SAMSA), which has been established on 1 April
1998, is also discussed. The benefit of safe ports is highlighted and also the cost
savings in marine insurance if ships are classified as safe. A brief description of the
navigation instruments that SAMSA use to assist in achieving maritime safety is
given.
Finally, the diseconomies of substandard ships are debated against quality ships for
cleaner seas.<br>AFRIKAANSE OPSOMMING: Die toenemende finansiële druk op skeepseienaars, as gevolg van koste inflasie,
oortonnemaat en lae vragtariewe in verskeie sektore, het hulle gedwing om oor die
laaste aantal jare hul kostes te beperk. Gedwonge kostebesparings gee aanleiding
daartoe dat sekere skeepseienaars onveilige skepe bedryf. Kostevoordele in onveilige
skepe word bereik deur veiligheidstoerusting en -prosedures nie in stand te hou nie,
goedkoop en onopgeleide bemanning aan te stel, slegs die nodige herstelwerk aan
toerusting te doen en deur te registreer onder vlae wat nie voldoen aan internasionale
regulering, ekonomiese en sosiale vereistes vir skepe nie. Eienaars van sulke skepe,
onderskruip die ware bedryfskoste van 'n skip en uiteindelik dryf dit die wetsgetroue
skeepseienaars uit die mark ten koste van 'n veilige en skoon see.
As gevolg van die komplekse internasionale omgewmg waann skeepvaart
funksioneer, word 'n internasionale reguleringsraamwerk benodig om veiligheid ter
see te verseker. Hierdie werkstuk gee 'n uitleg van daardie raamwerk, wat
gekoordineer word deur die Internasionale Maritieme Organisasie (!MO), asook die
manier waarop dit geïmplementeer en gereguleer word in individuele lande met
verwysing tot Suid-Afrika. Die funksionering van die Suid-Afrikaanse Maritieme
Veiligheids Agentskap (SAMSA), wat tot stand gebring is op 1 April 1998, word
bespreek. Die voordele van veilige hawens word uitgelig, sowel as die besparings in
maritieme versekeringskoste indien 'n skip as veilig geklassifiseer word. 'n Kort
beskrywing van navigasie-instrumente wat SAMSA gebruik om maritieme veiligheid
te bewerkstellig, word kortliks bespreek.
Ten slotte, die dis-ekonomie van onveilige skepe word gedebateer teenoor die
kwaliteit van skepe vir 'n skoner see.
40
Grövel, Angèle. "Les Officiers de la Marine Marchande : un groupe professionnel dans la tempête ? : accès au métier, socialisations et carrières des élèves des écoles supérieures maritimes au début du XXIème Siècle." Thesis, Paris 10, 2013. http://www.theses.fr/2013PA100172.
Full textAbstract:
Cette thèse vise à étudier les logiques d’accès, de socialisation et de carrière des futurs Officiers de la Marine Marchande dans un contexte de déréglementation du marché du travail et de reconfiguration de la formation. Dans une première partie, il s'agit de mettre au jour les conditions d'émergence et d'institutionnalisation de la formation des Officiers et son rôle dans la dynamique du groupe professionnel, depuis les tentatives d'enseignement des savoirs nautiques au cours de l'Ancien Régime jusqu'à la reconnaissance des titres maritimes en titres d'ingénieur au début du XXIème Siècle. Cette sociohistoire des écoles d’Officiers met en lumière le caractère structurel de la « crise » du groupe et permet d’étudier les rhétoriques développées et les ressources mobilisées et par ce dernier pour assurer sa « survie ». A partir de l’exploitation de deux enquêtes par questionnaires et de l’analyse d’entretiens avec des futurs et anciens navigants, il revient ensuite d’interroger dans quelles mesures les transformations de la formation, les mutations du marché de l’emploi et les évolutions du travail pèsent sur les cadres traditionnels de socialisation et de carrière. Après avoir réalisé une sociogenèse des dispositions sociales d’accès au métier, cette thèse décrit et analyse les mécanismes de socialisation au sein des établissements et à bord des navires marchands. Enfin, ce travail s’achève sur l’étude des trajectoires professionnelles des futurs et des anciens Officiers. Il est alors question de dégager les étapes de la carrière avant de se focaliser sur les facteurs qui expliquent les sorties du métier<br>This thesis aims to study access, socialization and careers of future Officers of the Merchant Navy in the context of deregulation of the labor market and reconfiguration of training. In the first part, the aim is to expose the conditions for the emergence and institutionalization of training Officers and its role in the dynamics of the occupational group, from teaching nautical knowledge during the Old Régime, to the recognition of maritime engineering at the beginning of the XXI Century. This social history of the Officers school highlights the structural nature of the "crisis" of the profession and allows us to study the rhetoric developed and the resources mobilized to ensure its survival. From the analysis of the results of two surveys and interviews with former and future sailors, we question how transformations of training, mutations in the labor market and changes in work impact traditional frameworks of socialization and careers. After completing a socio-genesis of social access dispositions, this thesis describes and analyses the process of socialization within institutions and on board merchant ships. Finally, this thesis ends with a study of the careers of former and future Officers. The purpose of this last part is to identify the career phases before focusing on factors which explain the high numbers of professionals leaving the profession
41
Wurl, William M. "Admiral William S. Benson and the American Tradition of Sea Power." Kent State University / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=kent1258055271.
Full text
42
Villanueva, González Martín. "SUNAT: Torpedeando a la Marina Mercante Nacional." Derecho & Sociedad, 2015. http://repositorio.pucp.edu.pe/index/handle/123456789/117147.
Full textAbstract:
In this article, the author describes the problems that come through the Peruvian shipping companies because of misinterpretations made by the tax authority about the scope of the Law for reactivation and promotion of the National Merchant Marine; to harmful tax collection procedures and poor debt settlement system controversies between taxpayers and the Tax Administration.<br>En el presente artículo, el autor describe los problemas por los que viene atravesando las empresas navieras peruanas debido a las equivocadas interpretaciones que realiza la Administración Tributaria acerca de los alcances de la Ley de reactivación y promoción de la Marina Mercante Nacional; a los perjudiciales procedimientos de cobranza de deudas tributarias, y al deficiente sistema de solución de controversias suscitadas entre los contribuyentes y la Administración Tributaria.
43
Oliveira, Vitor Wagner Neto de. "Entre o Prata e Mato Grosso : uma viagem pelo mundo do trabalho maritimo de 1910 a 1930 (Buenos Aires, Montevideu,Assunção e Corumba)." [s.n.], 2006. http://repositorio.unicamp.br/jspui/handle/REPOSIP/279830.
Full textAbstract:
Orientador: Claudio Henrique de Moraes Batalha<br>Tese (doutorado) - Universidade Estadual de Campinas, Instituto de Filosofia e Ciencias Humanas<br>Made available in DSpace on 2018-08-05T18:02:07Z (GMT). No. of bitstreams: 1
Oliveira_VitorWagnerNetode_D.pdf: 2338095 bytes, checksum: 1e63842d6d0e92e71452fff58be97054 (MD5)
Previous issue date: 2006<br>Resumo: Tendo o navio, o rio e o porto como espaços privilegiados e os tripulantes como personagens principais, a pesquisa aborda os ¿mundos do trabalho¿ no caminho fluído dos rios da Prata e Paraguai, passando pelas cidades portos de Buenos Aires, Montevidéu, Assunção e Corumbá, ligadas fisicamente pelas águas da Bacia Platina e, numa perspectiva social, pelas relações de trabalho e de resistência operária, no início do século XX. A narrativa pretende apresentar as experiências dos trabalhadores marítimos que delineiam proximidades para além fronteiras nacionais, contribuindo para romper com barreiras historiográficas que se desenham conforme os limites geo-econômicos nacionais. Apresentam-se, de início, os ambientes naturais apreendidos como espaços que se formam ao sofrerem a ação do homem, portanto, espaços dinâmicos que estabelecem fronteiras que podem não coincidir com as linhas demarcadas pelos Estados. A mobilidade da fronteira possibilita o emprego de mão-de-obra precarizada em Mato Grosso, arregimentada no Paraguai e no norte Argentino. Da mesma forma, a urbanização de cidades do antigo Sul de Mato Grosso é explicada a partir dessa percepção de transnacionalização da região. No interior dos navios que faziam a ligação entre o Mato Grosso e o Prata, visualiza-se a conjugação do tempo da natureza, do tempo da máquina a vapor e das relações que os homens estabeleciam com esses elementos e entre si no cotidiano do trabalho. Nos bairros portuários, local de moradia e de convivência desses trabalhadores, tenta-se identificar as diferenças e semelhanças dos marítimos com os outros em terra. Na seqüência prioriza-se o estudo das organizações operárias de Assunção, para entender as inter-relações dos movimentos operários no Cone-Sul americano, especialmente dos marítimos. Os momentos de greves e boicotes são privilegiados na apreensão da solidariedade internacional de classe. Finaliza-se a tese apontando para a existência, no Cone-Sul, de duas faces do movimento operário: a luta organizada e a repressão coordenada, ambas internacionalmente<br>Abstract: Having the ship, the river and the port as priviledged spaces and the crew as main characters, this research is an approach to ¿words of work¿ that flowed through river Plate and Paraguai river, passing by Buenos Aires, Montevideo, Assunción and Corumbá ports, geographically connected by Platina Basin waters and, in a social perspective, by working relations and working class resistence (at the beginning of the XX century). This narrative intends to present maritime workers experiences that outline proximities beyond national borders, this way contributing to break historiographic barriers outlined according to natural geo-economic limits. At the beginning we present two natural surroundings seized as spaces formed by man¿s action, so, dinamic spaces that have established limits that can ou cannot agree with limits marked out by the States: this frontier mobility permits the use of precarious labor workmanship in Mato Grosso, employed in Paraguay and North of Argentina. In a similar way, cities urbanization at the South of Mato Grosso can be explained from this perception of regional transnationalization. Aboard the ships that sail from Mato Grosso to Plata rivers, we can have a joint view of nature time. Stean machine time and the relations men establish with these elements and among themselves in their daily work. In port neighbourhoods (barrios), living and social places of these workers, we try to identify differences and similarities of these meritime workers with others in land. Then, we try to give priority to a study on labour organizations from Assunción, to understand interlations among Cone-Sul american labour movements, particularly sea workers. Strike and boycott moments are priviledged places to understand international class solidarity. At last, this thesis points out to the existence at Cone-Sul of two faces in this labour movement: organized struggle and coordinated repression, both happening internacionally<br>Doutorado<br>Historia Social<br>Doutor em História
44
Garcia, i. Domingo Enric 1962. "El trabajo en la marina mercante española en la transición de la vela al vapor (1834-1914)." Doctoral thesis, Universitat de Barcelona, 2013. http://hdl.handle.net/10803/130922.
Full textAbstract:
El objeto de estudio es la Marina mercante española (en concreto las tripulaciones) durante la transición de la vela al vapor. El marco cronológico se sitúa entre 1834 (primera línea regular estable con buques de vapor) y 1914 (cuando el proceso de mecanización ya se puede dar por acabado). Aunque con referencias a un marco internacional más amplio, se analiza el caso español focalizando en la marina catalana porque durante el proceso el centro de gravedad de las actividades marítimas estaba en Barcelona, y por tanto fue allí donde la mecanización tuvo su campo de acción principal.
Esta tesis se sitúa en la intersección entre la historia marítima, la historia social y la historia del trabajo. Con estas perspectivas metodológicas, se realiza una primera aproximación a los procesos de trabajo en la Marina mercante española en el momento del cambio de la vela al vapor, es decir, a lo largo de un proceso de casi cien años que supone la ruptura con formas de trabajo y de relación que se habían mantenido prácticamente inalteradas durante siglos. El sector marítimo es uno de los campos donde la industrialización (entendida como un proceso de cambio en la organización de la producción, el trabajo y las relaciones laborales, más que como la adopción de una nueva tecnología basada en el vapor) tuvo un impacto más acusado, no solo económico y social, sino también de identidades y culturas sociolaborales.
El estudio se centra en el proceso que llevó de la vela al vapor desde el punto de vista de los marinos, para observar y explicar cómo este colectivo diverso y complejo se enfrentó y se adaptó a la industrialización. La atención se centra en los marinos mercantes embarcados que trabajaban en buques de altura, es decir, de navegación oceánica. Interesan tanto las clases directoras (el capitán y los oficiales de cubierta y de máquinas) como las clases ejecutoras (los subalternos de cubierta y de máquinas), ya que comparten en esencia los condicionantes del trabajo en la mar. Y de todos ellos, los marineros conforman el auténtico núcleo de la investigación, pues son los que están sujetos en mayor medida al reto de redefinir su papel a bordo cuando el elemento propulsor de los buques pasa de palos y velas a la máquina.
La tesis se ha organizado en torno a tres partes principales. En primer lugar se presenta el marco legislativo en el que se desarrolló la Marina mercante española en el período estudiado, condicionado por la institución de la Matrícula de mar. El análisis de este aspecto es imprescindible para conocer las particularidades del caso español en todas las facetas relacionadas con el trabajo y su regulación. También analiza el papel de la legislación reformista en este sector. En la segunda parte se presenta el mundo del trabajo en la marina de vela a partir del análisis de la organización del trabajo, los oficios o las profesiones (definidos genéricamente como clases) y las categorías o niveles laborales, el reclutamiento, la contratación, las formas salariales y las condiciones de trabajo. Se trata de un texto esencialmente descriptivo. En la tercera parte, de carácter interpretativo, se analiza el impacto, directo e indirecto, de la mecanización sobre el trabajo en la Marina española. Aparte de las consideraciones generales relacionadas con el proceso desde el punto de vista tecnológico, se repasan los cambios producidos y se dedica una atención especial a las nuevas profesiones y categorías que se incorporaron al sector marítimo con la implantación de la máquina de vapor. En el último capítulo se recogen las conclusiones.<br>The topic of this thesis is labour in the Spanish Merchant Marine during the transition from sail to steam. It focuses on the crews. Although with references to a broader international context, the Spanish case is discussed, focusing on the Catalan fleet because during the process the centre of gravity of the Spanish maritime activities was in Barcelona, and hence it was there where mechanization had its main field of action. The research begins in 1834, when the first stable steam navigation company was established, and ends in the eve of the Great War, when the process can be considered put to end.
This thesis is situated at the intersection of the maritime history, the social history and the labour history. Through these methodological approaches, the research dives in the work processes in the Spanish Merchant Navy at the time of the change from sail to steam. This was a slow process of almost a century that represented a break in labour relationships that were carried out for centuries virtually unchanged. The shipping industry is one of the fields where industrialization had a more huge impact on economy, communications and also on social and labour identities and cultures.
The thesis is organized in three main parts. The legislative framework is presented in the first part. The second part focuses on labour on board sailing ships: organization, labour market, occupational categories, professions, skills, recruitment, wages, working conditions, etc. It is essentially a descriptive text. In the third part, more interpretative, the impact, direct and indirect, of mechanization on labour processes is analyzed. It starts with general considerations about the technological changes. After this introduction, the transformations are reviewed in detail, with special attention to the new professions and categories that were incorporated into the maritime sector with the introduction of the steam engine. In the final chapter the conclusions are provided.
45
Couanault, Emmanuel. "Quimper-Oran. Trajectoires d'un entrepreneur et commerce maritime du vin d'Algérie en Bretagne : Hervé Nader (1945, fin des années 1960)." Thesis, Lorient, 2016. http://www.theses.fr/2016LORIL393.
Full textAbstract:
La Bretagne (et en particulier le Finistère) est, depuis les années 1920, une importante région d’importations maritime et de consommation de vins d’Algérie. Au lendemain de la Seconde Guerre mondiale, le passage du transport maritime en fûts au transport en vrac bouleverse les conditions de transport et de distribution. Les vins sont transportés dans des navires-citernes, débarqués par pompage dans des chais portuaires modernes et livrés par poids-lourds. Cette évolution préfigure l’essor de l’organisation du transport de marchandises en chaîne logistique. Elle reconfigure les hiérarchies portuaires et permet à de nouveaux acteurs de s’établir sur ce marché de l’importation des vins d’Algérie. La recherche est fondée sur l’exploitation d’un fonds d’archives original, le fonds Hervé Nader fondateur en 1951 d’une entreprise d’importations de vins d’Algérie au port du Corniguel à Quimper et d’exportation de produits bretons vers l’Afrique du Nord. Il fonde aussi un armement maritime et exploite trois navires-citernes. Au début des années 1960, Quimper devient le premier port d’entrée de vins d’Algérie de Bretagne, et l’un des plus importants du littoral atlantique. Après l’indépendance de l’Algérie, l’activité s’étend à l’ensemble du bassin méditerranéen, jusqu’à la vente de l’entreprise en 1973. Les archives de Nader, sont composées de sa correspondance commerciale, des documents relatifs à l’exploitation des navires (journaux de bord, manifestes de chargements), mais aussi de correspondances privées et à caractère politiques. Elles ont permis l’étude des trajectoires de l’entrepreneur et de l’entreprise, dans le contexte des mutations économiques et de l’émergence d’un modèle industriel en Bretagne, caractérisé par le rôle des PME familiales et l’importance du commerce agro-alimentaire dans les systèmes productifs locaux. La recherche participe aussi à l’histoire des évolutions de la marine marchande, et à celle des enjeux politique et symboliques des vins d’Algérie<br>By the 1920’s Brittany, and especially Finistère, had grown to become an important hub for maritime imports and a significant market for Algerian wine. After WWII, the shift operated from transporting wine in barrels to bulk shipping in tanker ships upsets the transport and distribution environment. Wine is now transported in wine tankers, pumped ashore to modern port wineries and delivered by truck. This evolution announces the development of transport and distribution as a supply chain. It causes a reshuffling in the maritime pecking order and allows new players to enter the Algerian wine import business. The research is based on the exploitation of original archives, those kept by Hervé Nader who founded an Algerian wine import business at the Port du Corniguel in Quimper along with a company dedicated to the export of Breton goods to North Africa. He also founds a shipping company and operates three tanker ships. In the early 1960’s, Quimper becomes the first port of entry of Algerian wine in Brittany and one of the most important on the Atlantic coast. After Algeria gained its independence, his activities develop over the entire Mediterranean basin until the sale of the company in 1973. Nader’s archives include his commercial correspondance, documents pertaining to the operation of the ships (log books, load manifests), but also private correspondance and letters of a more political nature. These archives have allowed to study the career path of an entrepreneur and the development of his business in a context of economic change and the rise of a Breton industrial model characterized by the role of family-run small businesses and the early developments of agribusiness in local productive systems. This research also offers historical perspective on the evolution merchant shipping as wells the political and symbolical aspects associated with Algerian wine
46
Perrier, Amandine. "Le commerce maritime grec en Méditerranée orientale et en mer Noire aux Vème et IVème s. av. J.-C." Thesis, Aix-Marseille, 2015. http://www.theses.fr/2015AIXM3024.
Full textAbstract:
Dans le cadre de cette thèse en archéologie grecque, j’ai entrepris de travailler sur l’organisation du commerce maritime grec en Méditerranée orientale et en mer Noire aux Vème et IVème s. av. J.-C., et principalement sur la nature et l'intensité des échanges qui s'opéraient dans cette partie de la Méditerranée à l'époque. Pour mener à bien mon travail, j'ai constitué un nouveau catalogue des épaves grecques que j'ai ensuite confronté aux sources textuelles, épigraphiques, et archéologiques existantes. L'étude attentive des cargaisons des bateaux à laquelle je me livre participe à une meilleure compréhension des acteurs commerciaux de l'époque, des réseaux d'échanges et surtout du véritable rôle joué par Athènes<br>In this present thesis concerning Greek Archaeology, I undertook to work on the organization of Greek maritime commerce in Eastern Mediterranean and Black Sea during the 5th and 4th century BC. I worked mostly on the trade's nature and intensity occurring in this part of the Mediteranean in this time. In order to carry out my work properly, I established a new catalog of greek shipwrecks, that I then confront with textual, epigraphic and archaeological sources. The careful study of the ship's cargo takes part in a better understanding of the commercial actors, trading network and above all of the importance of Athens at this time
47
Candelon-Boudet, Frédéric. "Commander au long cours depuis la Guyenne : les capitaines de navire bordelais au XVIIIe siècle." Thesis, Bordeaux 3, 2018. http://www.theses.fr/2018BOR30033.
Full textAbstract:
L’activité du port de Bordeaux en plein essor au XVIIIe siècle est bien connue des historiens modernistes. Paradoxalement, les développements consacrés aux professionnels embarqués sur les gréements sont plus rares, alors qu’une telle étude a déjà été réalisée pour la capitale de la Guyenne à la fin du Moyen-âge. Parmi les « gens de mer » demeurés dans l’ombre, les capitaines de navire se démarquent à plus d’un titre. Par la charge symbolique mais aussi juridique que revêt la fonction, en premier lieu, dans le convoi des hommes et des marchandises au-delà des océans. Par le champ de compétences étendu que recouvre la profession, ensuite. Les commandants de bord doivent en effet non seulement être en capacité de piloter un bâtiment au long cours, mais en outre diriger un équipage bigarré, tout en versant dans le commerce au moment jugé le plus opportun. Les capitaines apparaissent ainsi comme des acteurs incontournables des échanges maritimes à l'époque moderne, cernés par un océan d’archives dont l’importance des fonds conservés à Bordeaux, en dépit des ravages du temps, rend parfaitement compte. Par les perspectives de mobilité sociale offertes par le métier, en dernier lieu. Affiliée aux négociants avec lesquels elle partage une même communauté de vues et de pratiques, contrôlant l’information, brouillant les pistes entre les acteurs de l’échange, la figure du « capitaine-géreur » placée à la tête des expéditions maritimes ou paradant parmi les cercles mondains révèle une confusion des genres pouvant induire des changements d’état. Il s’agit de déterminer si le négoce à temps plein constitue un horizon accessible puis pérenne, parmi d’autres opportunités de reconversion à portée du groupe. Alors que le commerce colonial et négrier assure la prospérité de la capitale de la Guyenne, c’est l’identité de la profession via sa capacité à se fondre parmi les élites urbaines qui questionne, de la Régence à la Révolution française<br>Modern historians have good knowledge of the 18th century growth of Bordeaux harbour activity. But works about crew members are scarce while paradoxically such a study had already been led for the « Guyenne » capital as early as in the end of the Middle Ages. Ship commanders stand out from all other rather discreet socio-professional categories related to sailors for many reasons : first, because of the symbolical and legal dimension of their occupation which implies their responsibility whenever it comes to the transportation of men and goods ; secondly, because of their huge fields of expertise, like to be able to steer boats over long distance, to handle crews of dozens of members or to carry out commercial transactions ; last, but not least, because of the social mobility offered by their position. Highly documented in a rich archive collection kept and preserved in Bordeaux, captains have turned into key players of the maritime trade of the modern era. By frequently working and diverting themselves with traders and ship owners, they developed a trusting relationship with them. The question is to determine how this cooperation was shaped, and to know if trading or ship armament were possible career changes within the reach of captains, and if not, how they could integrate the urban elites at work under the « Ancien Régime ». When the colonial and slave trade ensured the Bordeaux harbour’s prosperity, it is the identity of the merchant navy ship commanders working from the capital of « Guyenne » that will be here studied, from the Regency to the French Revolution
48
Hu, JSJ. "Training innovation in Taiwanese maritime education and training : concerns, expectancy and professionalism." Thesis, 2003. https://eprints.utas.edu.au/20659/7/whole_HuJia-ShenJames2003.pdf.
Full textAbstract:
This thesis investigates the domain of educators' concerns on maritime education and training innovation from various higher-education levels in maritime institutes. The study focuses on Taiwan, the revolution in international standards of competency for seafarers' Standards of Training, Certification and Watchkeeping (STCW) and its relationship to seafaring learning standards, trai!).ing outcomes and educators' professional standards. The main purpose of this study is a "Stages of Concern" analysis of maritime educators to determine their attitudes and concerns when a new innovation initiative has to be confronted. In addition, the study seeks to determine whether the factors of professionalism and expectancy values can influence maritime educators' stages of concern about the STCW innovation. The established theoretical model takes their seven stages of concern as dependent variables while their professionalism, expectancy and demographics are treated as independent variables. It is tested with the aid of survey data from a Stages of Concern Questionnaire administered to the population of maritime educators from three different levels of Taiwanese academic institutes. The SPSS software package for determination of educators' concerns, including descriptive, correlational and inferential statistics and multivariate analysis of variance procedures, is used to perform the data analysis.
The results verify that an educator's concerns are an important component in the STCW reform implementation process. More specially, the maritime educators in Taiwan express high concerns at the self and impact stages and lower concerns at the awareness and management stages. This indicates that their attentions are shifted to organize and implement the reform efficiently and, in addition, use the relevance of the reform to increase students' performances. However, their concerns appear to reflect the strategies of the reform process rather than the outcomes and achievements of the students. Further, the factors of professionalism and expectancy values are undoubtedly related to educators' stages of concern in the reform. The high expectancy value rating scales are at the impact stage, which reflect that these educators are confident with their competencies to implement the reform and will devote their reform-related attitudes and efforts to help the students achieve the required criteria. The professionalism rating scales are also high at the impact stage, which prove that the positively professional ethics, perceptions and performances of the educators will yield a positive reform outcome. However, expectancy values and professionalism are not statistically significant predictors of Stages of Concern. It reveals that the impetus to the reform mostly derives from the external sources. The satisfaction of the expectations received from the reform consequences is still not mature.
49
Stanesby, Neil. "Acceptable merchant navy deck officer education and training systems for Asia Pacific ship owners/managers." Thesis, 1997. https://eprints.utas.edu.au/21674/1/whole_StanesbyNeil1997_thesis.pdf.
Full textAbstract:
The international merchant shipping industry is suffering from the poor safety
standards of vessels and a lack of well trained seafarers. As almost all of Australia's
sea-based export and import trade is carried on international vessels, the standard
of these vessels, and their crew, is of particular concern to the Australian people
and the Australian Government. With the much quoted statistic of 80% of all
shipping accidents being caused by human error, the training of seafarers,
particularly deck officers, is a major concern for the international shipping
industry. The Commonwealth Government recognises that the improvement of
vessel safety requires the provision of adequate education and training for
international seafarers. In 1994 the Government encouraged the Australian
Maritime College to diversify its sources of funding with the object of attracting an
increased flow of students from the Asia Pacific region (House of Representatives
1994, p. 62). '
The Australian Maritime College offers training for deck officer students through
the Diploma of Applied Science (Shipmaster) and the Diploma of Applied Science
(Nautical Science), and attracts a significant number of full-fee students from the
Asia Pacific region. The majority of the international students are self-funded,
with very little financial support from the shipowners/managers. The aim of this
dissertation is to determine a deck officer education and training system which
will encourage Asia Pacific shipowners/managers to enter into a contract with the
Australian Maritime College to fund the training of their deck officer personnel. The dissertation seeks the opinions of shipowners/managers in relation to the
acceptability of training models, the acceptability of delivery methods, the
willingness to financially support training and the factors that affect the education,
training and certification of the deck officer students. The study also investigates
the characteristics of the international shipping industry to provide insights into
factors that may constrain or encourage the implementation of a deck officer education and training systems. The research is focused through the following
research questions:
1. Do the Asia Pacific shipowners/managers have difficulty obtaining adequately
trained deck officers?
2. Do the Asia Pacific shipowners/managers wish to support deck officer training
through an agreement with a maritime institution and/ or funding to deck
officers?
3. What are the acceptable deck officer Certificates of Competency education and
training systems for the shipowners/managers in the Asia Pacific region?
4. What are the desirable/undesirable delivery methods for the deck officer
education and training program for the Asia Pacific shipowners/managers?
5. What do the shipowners/managers see as the major influences
education and training of deck officers in the Asia Pacific region?
on the The dissertation uses two descriptive research methods to collect data from shipping company personnel; face-to face interviews and a survey questionnaire. The results of the research indicate that the shipowners/managers are having some difficulty obtaining well-trained deck officers, with the deficit greater in the senior officer ranks than junior officer ranks. This suggests the training market in the Asia Pacific region is quite secure, as there is significant demand for well trained deck officers. The majority of shipowners/managers do not have, or want, a Certificate of Competency training agreement with a maritime training
institution. Also, the shipowners/managers from the major shipping centres of
Hong Kong and Singapore are of the opinion that an employer should contribute a
relatively small amount, 0% to 20% (n=7), to the cost of a Second Mate student's
training. The shipowners' I managers' most expected, most desired and best training system
is the Sandwich, Diploma of Applied Science (Shipmaster), model. The Front-end,
Diploma of Applied Science (Nautical Science), model is regarded as one of the
least expected, least desired and worst training models. For the Second Mate course
the most agreeable delivery methods involve practical training and official assessment by senior officers at sea and by simulation at a training institution. The
use of a training institution to delivery lectures and tutorials was also supported.
Distance education for Second Mate students is given marginal support; however,
it is not supported for senior officers due to their at-sea workloads. The factors that
strongly influence the education and training of Second Mate students are the
Certificate of Competency government requirements, the International Maritime
Organisation's requirements, the Quality Assurance of the shipowner/manager
and increases in the regulation of shipping.
In order to encourage contracts with Asia Pacific shipowners/managers the
Australian Maritime College may need to be able to prove the financial benefit of a
training contract to the shipowners/managers. The basis of this proof could be the
alleviation of a shipping company's concern of port State control detaining a
vessel due to incompetent officers, which costs money, and the non-compliance to
Quality Assurance due to poorly trained officers, which may affect insurance. The
Australian Maritime College could alleviate this concern by the provision of a
company approved education and training system that ensures deck officers meet
the requirements of port State control and comply to the company's Quality
Assurance. Such a system may need to have the following elements: Quality Assurance to recognised international standards;
• the Sandwich model course structure;
• competency based curriculum which concentrates on the training and
assessment of practical skills as well as underpinning knowledge;
• official assessment of deck officer students by on-board senior officers;
• extensive use of simulators in the training and assessment of students;
• distance education option for the Second Mate students.
This system implies that the Australian Maritime College may wish to consider
undertaking the following developments:
• obtain Quality Assurance to an international standard as a matter of urgency; develop a Competency Based Training curriculum that takes into account the
requirements of Standards Training Certification and Watchkeeping 1995 and
the Australian Vocational Education and Training sector;
• implement Competency Based Training education for the Australian Maritime
College staff;
• develop a senior officer train-the-trainer and assessor course;
• develop an on-board deck officer assessment system which ensures all
assessments are carried out validly, fairly and consistently to the satisfaction of
the Australian Maritime College and the Australian Maritime Safety
Authority;
• investigate the development of distance education learning packages for
Second Mate students;
• develop constructive relationships with shipping companies and shipowner
organisations in the Asia Pacific region.
50
Phillips, RJB. "Fatigue, watchkeeping and accidents : a content analysis of incidents at sea reports." Thesis, 2004. https://eprints.utas.edu.au/21213/1/whole_PhillipsRichard2004_thesis.pdf.
Full textAbstract:
The profession of seafaring involves rest and sleep in a 24-hour-a-day work environment; obtaining sufficient sleep under such conditions is often difficult, and sleep loss and the need for sleep is often related to fatigue and contributory to accidents. Maritime incident reports form a rich source of human performance data with high face validity, however fatigue as contributory to human error is elusive, and direct evidence of accident causation is hard to come by. In Australia, the Australian Transportation Safety Board has responsibility to investigate incidents at sea.
The present study aimed to identify evidence of time of day and sleep deprivation as factors that appear contributory to fatigue in "Incidents at Sea" reports. Both quantitative and qualitative analyses of the text of these reports were conducted using NUDIST®, categories were developed and patterns identified.
The effect of time of day was identified from analysis of the conclusions of 100 consecutive reports to determine the nature and distribution of behaviours associated with fatigue. Collisions and groundings were more prevalent during the early morning watches. Behaviours consistent with fatigue were identified, categorised and described for different times of the day with deficits in alertness predominating in the early morning watches and deficits in information processing predominating in the afternoon watches.
The contribution of sleep deprivation and its relationship with fatigue and accidents was identified from analysis of the full text of 44 reports, which incorporated three levels of association of sleep with accident causation. The highest level establishes either being asleep, or being sleep deprived as causal to an accident. At an intermediate level, reference to the conflicting pressures -' of work and sleep suggests a work environment that is not conducive to obtaining sufficient sleep, and accident investigators were usually unable to link the watchkeeping environment with fatigue as a contributing factor. At the lowest level of association, reference is made to the integrated nature of sleeping and work on board.
Finally a model illustrating the relationships between sleep deprivation, time of day and fatigue behaviours in the maritime setting was proposed, providing accident investigators with a tool to assist with the identification of fatigue in their analyses of maritime incidents. In addition, this model would be useful in the education of maritime administrators and policy developers, shipping companies and seafarers.